Engineer&#39;s brake-valve.



No. 772,422. PATENTED UGT. 18, 1904.

J'. o. LYoNs. ENGINEERS BRAKE VALVE.

APPLICATION FLBD FEB. 27, 1904.

N0 MODEL.

.-wuwnww .Y um" l www.; uwe. 1 n

PATENTED 00T. 18, 1904.

5 J. '0. LYoNs. ENGINEERS BRAKE VALVE.

APPLICATION FILED PEB. 27, 1904.

2 SHEETS-BHBET 2` N0 MODEL.

l UNITED STATES Patented october 18, 1904.

PATENT OEEICE.

ENGI'NEERS BRAKE-VALVE.

SPECIFICATION vformingpart of Letters Patent No. 772,422, dated October 18, 1904. Application filed february 27, 1904:. Serial No. 195,580. (No model.)

To (LZZ whom, t may con/cern:

Be it known that I, JOHN C. LYoNs, a citizen of the United States, residing at McOomb, in the county of Pike, State of Mississippi, have invented certain new and useful Improvements in Engineers Brake-Valves, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to an engineers brake'- valve, and particularly to means for reducing the pressure upon the train-line to different degrees and controlling said pressure.

The invention has for an object to improve lthe construction and arrangement of the brakevalve so as to utilize a series of reductionreservoirs adapted to be independently or successively thrown into communication 'with the train-line for the purpose of reducing the pressure of air therein to any desired extent or for completely exhausting said pressure.

Another object of the invention is to improve the construction of the valve-casing cooperating with the equalizing-piston and to provide the same with properly-disposed ports to coperate with a'rotary cylindrical valve mounted in said casing.

Other and further objects and advantages of the invention will be hereinafter set forth and the novel features thereof defined by the appended claims. 1

In the drawings, Figure 1 is a central vertical section of the valve; Fig. 2, a similar section on the line 2 2 of Fig. 1; Fig. 3, a horizontal section on the line 3 3 of Fig. 1; Fig.

4, a plan of the reducing-reservoirs, the valvecasing above the same being removed; Fig. 5,

a vertical section through the valve at right angles to Fig. l; and Fig. 6, a bottom plan of the valve, showing the ports and passages therein.

Like letters of reference indicate like parts throughout the several figures of the drawings.

The letter A designates the casing within which the eq ualizing-piston A is disposed, said piston being in connection with the trainpipe A2 and with the passage A3, leading to the'equalizing-reservoir, said passage being provided with a gage connection Af. Coperating with the stem of the equaliZing-piston is an exhaust-passage A5,while at the opposite side of the vcasing the usual pipe connection AG from the main reservoir is provided and also a connection therefrom at A7 to the pump governor and gage. Extending upward from the cylinder of the equaliZing-piston a communicating passage A8 is provided and extends to the valve-ports. The parts thus far described may be of any ordinary construction, and those illustrated are of a construction in common use.

At the upper part of the'cy'linder of the equaliZing-piston AI and forming the top thereto is a reduction-reservoir B,which comprises a series of independent chambers Bf, which-may he of equal or varying capacities and adapted to permit an expansion of the air under pressure in the train-pipe to such an extent as to reduce the pressure thereon. At the opposite sides of this reservoir passages B2 and B3 are provided therethrough, which communicate, respectively, with the passages AG and A8 in the casing for the equalizing piston. Central of these chambers B a passage Bi is provided, which communicates at its lower end with the equalizing-piston and at its upper end with the controlling-valve. The reservoir is also provided with any suitable number of bolt-receiving sockets B, as shown in Fig. 4. Disposed upon this equaliZing-reservoir and forming a closure at the top thereof is a casing C for the rotary valve D. This casing is provided ywith a feed-passage C', communicating with the main reservoir, and provided at its upper portion with the port C2, communicating with the interior of the valve D. At the opposite side an exhaust-port O3 extends through the casing, while below this port a communicating passage OL extendsl from the valve to the train-line by the passage A8. Extending from each of the reduction-chambers B is a communicating ypassage O5, as shown in Figi 3, adapted to communicate with suitable ports or passages in the valve D when the same is properly shifted. The casing C is also provided with the excess-pressure valve C, communicating with the rotary valve D by means of a passage O7 and with the equalizing-piston by means of a passage O8, communicating with the groove D in the face of the valve D, which groove is also in commu- IOO nication with a passage C, leading to the passage B4, which extends to the equalizing-pis ton. The passage Cu also extends from the excess-pressure valve to the train-line AS, Fig. 3.

The rotary valve D may be of any desired construction; but a preferable form thereof is herein shown and may comprise a frame D2, having at its opposite sides pintles D3, to which a yoke or other handle D'1 may be applied, said handle being adapted to cooperate with the notched segment D5 of any suitable construction. The notches thereon are used to designate the different positions of the valve. The lower portion of the valve is provided with ports D, extending therethrough, while the interior face is formed with a fiange D7, adapted to carry an annular packing Dx, which is normally forced outward therefrom by means of springs D, disposed between the flange and packing. rlhe valve is also provided at one side with an exhaust-cavity D10 and with a port E therethrough to communicate with the equalizing-piston and with the grooved ports or channels E, upon'its periphery, adapted to communicate with all of the passages from the reduction-chambers and release the pressure therefrom. The periphery of the valve is also provided with a series of grooved ports E2, adapted in the movement of the valve to successively communicate between the passages from the reducing-chambers and the equalizing-piston to reduce the train-line pressure.

The valve herein illustrated is adapted to be shifted to eight different positions, which are 4numerically indicated in Fig. l as corresponding to the notches of the segment, so as to facilitate the description of the operation of my invention.

In the operation of the invention it will be seen that the pressure upon the train-pipe line is reduced successively by the reductionchambers, which may be of any desired area relative to the equalizing-reservoir-for instance, one chamber may be one-eleventh of the capacity of the equaliZing-reservoir, another one-twelfth thereof, another one-thirteenth thereof, and the remaining one onefourteenth thereof, which in the arrangement illustrated would make a five-pound reduction in pressure as each of the chambers is brought into communication with the train-pipe-line. For illustration there may be seventy pounds air-pressure in the trainline and equaliZing-reservoir, the latter containing seventy cubic inches of air. If the brake-handle be placed in the fourth position, (indicated in Fig. 1,) it will bring the valveport in communication with one of the chambers, thus reducing the pressure in the equaliZing-reservoir five pounds and causing the equalizing-piston to let five pounds of airpressure from the trainline to apply the brake. If placed in the fifth position, an-

other chamber is added, thus effecting a tenpound reduction, and the salue with the sixth and seventh positions, effecting a reduction of fifteen and twenty pounds, respectively. Then the brake-handle is in the first position, the brakes arc released as the air coniing from the main reservoir passes through the valve into the train-pipe and to the top of the equaliZing-piston, thus filling the equalizing-reservoir. Then shifted to the second position, which is that for the train when running, the air passes from the valve to and through the excess-pressure valve, thence into the train-line, and also through the port to the top of the equalizing-piston. In this position the excess-pressure valve is retained under a spring-pressiue of, for instance, twenty pounds to the square ineh resistance, so that the reservoir-pressure will be twenty pounds greater than the train-line pressure and the excess-valve will be lifted for the passage of air to the train-line, and a proper pressure thus maintained upon the brake system. ,I n the third position the ports lap, thus closing all communication from the rotary valve. ln the fourth, fifth, sixth, and seventh positions a reduction of five, ten, fifteen, and twenty pounds, respectively, is effected, as before described. ln the eighth position, which is provided for emergencies, the exhaust-chamber upon the periphery of the valve is brought into communication with the exhaust-port in the easing and the train-line, thus releasing all the pressure to the atn'iosphcre. lf the handle be moved from position 2 to f3, a fifteen-pound reduction in pressure will be effeeted, as in that position three of the chambers will be filled, while a movement to the seventh position fills four chambers and effects a twenty-pound reduction. When the handle is again restored to position l, all of the ports from the chambers connect with the grooved passages upon the periphery of the valve and the chambers exhaust their air to the atmosphere. If it should be desired to release the air-pressure less than five pounds at one time, it can be accomplished by placing the handle in position 5, thus securing a ten-pound reduction and then moving it to position 6 until two and one-half pounds is indicated by the gage, when the handle will be brought back to the fifth position, thus maintaining a reduction of twelve and one-half pounds in pressure.

It is obvious that changes may be nlade in the details of construction and configuration, as well as in the air-brake system to which the invention is applied, without departing from the spirit thereof as defined by the appended claims.

Having d eseribed luy invention and set forth its merits, what .l claim as new, and desire to secure by Letters Patent, is`

l. In a brake-valve, a separable easing previded with a series of independent reductionlOO Wenas through said valve, anday main pressure-line y communicating with said valve.

8. In a brake-valve, a casing having diametrically disposed partitions having passages therein and forming a series of independent reduction chambers having independent communication. with said valve, a train-line communicating with said chambers through said valve, a main pressure-line communicating with said valve, and an equalizing piston and reservoir communicating with said valve through a passage in said partitions.

4. In a' brake-valve, a valve-casing having passages therethrough, a series of independent reduction -chambers disposed beneath said casing and having independent communica- .tionwith said valve through said passages, a

train-line communicating with said chambers through said valve, a main pressure-line communicating with said valve, an equalizing piston and cylinder disposed beneath said chambers and communicating with said valve independent of the train-line, and an excess pressure valve communicating with said brake-valve and with the train-line and the equalizing-piston.

5. In a brake-valve, a reduction-reservoir consisting of'a series of separate chambers, a valve-casing provided withta plate to close the top of said reservoir and having independent ports leading to said chambers, a hollow rotary valve within said casing, having ports to register with the casing-ports, a line from the main reservoir to the interior ofA said valve, and a train-pipe line communicating with the port in said valve.

6. In a bralze-valve,fa reduction-reservoir consisting of a series of separate chambers, a valve-casing provided with a plate to close the top of saidreservoir and having independent ports leading to said chambers, a rotary valve within said casing, having a pressure-chamber therein and ports to register with the casingports, a line from the main reservoir to said valve at the top of its casing, a train-pipe line communicating with a port in said valve, an exhaust-cavity in the periphery of said valve, and a port provided in the casing to establish communication through the cavity with the train-pipe'.

7. In a brake-valve, a casing, a rotarycylindrical valve therein having passages upon its periphery and ports therethrough, an interior shoulder within said valve, an annular packing supported upon said shoulder, and means for forcing said packing outward from said shoulder.

8. In albrake-valve, the combination with a train-pipe line, of an equalizing cylinder andy piston, a reduction-reservoir comprising a series of independent chambers and closing the top of said cylinder, and a valve provided with means for establishingcommunication between the train-pipe line and one or more of said chambers.

9. In a brake-valve, the combination with a train-pipe line, of an equalizing cylinder and piston, a reduction-reservoir comprising a series of independent chambers and closing they top of said cylinder, .a valve having a plate to close the chambers and provided with means for establishing communication between the train-pipe line and one or more of said cham- .ers, and means carried by said valve for reducing the pressure within all of said chambers.

10. In a brake-valve, the combination with atrain-pipe line, of a reduction-reservoir comprising independent chambers, and a valve open at its top and having its lower wall provided with ports for successively bringing said chambers into communication with the train-pipe line.

' 11. In a brake-valve, the combination with a train-pipe line, of a reduction-reservoir comprising independent chambersa valve provided with a pressure-chamber therein and means for successively bringing said reduction-chambers into communication with the train-pipe line and subsequently releasing the pressure from the said line, and a pressureline communicating with said pressure-chamber.

12. In a brake-valve, a reduction-reservoir comprising independent chambers having passages extending therefrom, and a rotary valve having an interior pressure-chamber communicating with the pressure-reservoir and a passage upon its periphery adapted to communi-l cate with all of the ports from said chambers to exhaust the same.

13. In a brake-valve, a reduction-reservoir compri sing independent chambers having passages extending therefrom, a rotary valve having an interior pressure-chamber communicating with a pressure-reservoir and a passage upon its periphery adapted to communicate with all of the ports from said chambers to exhaust the same, and passages provided upon the periphery of said valve for successively establishing communication' between the interior thereof and said chambers.

14. In a brake-valve, a reduction-reservoir comprising independent chambers having passages extending therefrom, a rotary valve having an interior` pressure-chamber communi- TOO IIO

ISO

eating with a pressure-reservoir and a passage upon its periphery adapted to communicate with all of the ports from said chambers to exhaust the same, passages provided upon the periphery of said valve for successively establishing communication between the interior thereof and said chambers, an equalizingpiston having a passage extending' from its cylinder through the reduction-reservoir to the valve, and a passage extending therefrom to a port communicating with the interior of said valve.

l5. In a brake-valve, a reduction-reservoir comprising independent chambers having passages extending therefrom, a rotary valve having a passage upon its periphery adapted to communicate with all of the ports from said chambers to exhaust the same, passages provided upon the periphery of said valve for successively establishing conmiunication between the interior thereof and said chambers, an equalizingpiston, a passage extending therefrom to a port communicating with the interior of said valve, an exhaust-cavity provided in one wall of said Valve to communicate with the port through the casing thereof, and a reservoir communicating with the upper portion of said valve.

1G. In a brake-valve, a reductioli-reservoir comprisingindependent chambers having' passages extending therefrom, a rotary valve having a passage upon its periphery adapted to communicate with all of the ports from said chambers to exhaust the same, passages pro- 'interior of said valve,

vided upon the periphery of said valve for successively establishing communication between the interior thereof and said chambers, an equalizingpiston, a passage extending therefrom to a port communicating with the an exhaust-cavity provided in one wall of said valve to communicate with a port through the casing thereof, .n reservoir communicating with the upper portion of said valve, an excess-pressure valve, and passages extending therefrom to the trainpipe line and to the equalizingreservoir through a chamber formed upon the periphery of said valve.

17. In a brake-valve, a casing, a rotary cylindrical ported valve therein, an interior shoulder within said valve, an annular packing-ring supported upon said shoulder. and means for forcing said ring away from said shoulder.

18. In a brake-valve, a easing, a rotary cylindrical ported valve therein, an inwardlyextending shoulder within said valve, an annular pacliing-ring slidably mounted within thetvalve, and springs disposed between said shoulder and ring for forcing them away .from each other.

In testimony whereofI aflix my si guatu re in presence of two witnesses.

JOHN (il. LYONS. IVitnesses:

ERNEST L. Winni, L. T. MiLLuR. 

